Power transmission for explosive-motor-driven boats.



No. 821,925. PATENTED MAY 29, 1906.

W. E. COLLIER. POWER TRANSMISSION FOR EXPLOSIVE MOTOR DRIVEN BOATS.

APPLIOATION FILED SEPT.16.1904.

3 SHEETSSHEET 1 No. 821,925. PATENTED MAY 29, 1906.

W. E. COLLIER. POWERTRANSMISSION FOR EXPLOSIVE MOTOR DRIVEN BOATS.

APPLICATION FILED SEPT. 16.1904.

3 SHEETS-SHEET 2.

No. 821,925. PATENTED MAY 29, 1906. W. E. COLLIER.

POWER TRANSMISSION FOR EXPLOSIVE MOTOR DRIVEN BOATS.

APPLIOATION FILED SEPT. 16,1904.

3 SHEETS-SHEET 3 I To all whom it may coricern:

UNITED PATENT OFFICE.

BOAT MFG. 00., OF

MICHIGAN.

WILLIAM E. COLLIER, OF MUSKEGON, MICHIGAN, ASSIGNOR TO RACINE MU SKEGON,MICHIGAN, A CORPORATION OF POWER TRANSMISSION FOR EXPLOSlVE-MOTOFl-DFNVEN BOATS- Specification of Letter- Patent.

Patented May 29, 19U6.

Application filed September 16.1904. Eerie-1N0. 224.685.

Be it known that I, WILLIAM E. COLLIER, of Muskegon, in the county ofMuskegon and State of Michigan, have invented certain new .and usefulImprovements in Power Transmission for Explosive-Motor-Drlven Boats;

and I do hereby declare that the following is a full, clear, andexactdescription thereof,

- reference'being had to the accompanying drawin s, and to the letters'of reference marke thereon, which form'a part of this specification.

'This invention relates to improvements in explosive-engine drivenboats, and refers more specifically to a dr1ving mechanI'sm embracing apropeller having an larly-adgustable and reversible propellerlades andan ex losive-engine applied to drive the pro- L pe ler and provided witha valve mechanism or controlling. the supply of er rplosive adrnixtureto the engine and ignition mechanism which is adjustable to change thesparking period in unison with the ad ustment of the valve mechanism.

In a propelling mechanism embodyi my invention the pro eller-wheel forthe. cat

a neutral or intermediate I[position or in position for driving the boat0 rwardly or astern at any sp eed desired within the limits of itsspeed. he explosive-engine embraces a valve mechanism for controllingthe su I ply I of explosive mixture to the engine, mec anism forcontrolling the sparking eriod of the ignition mechanism, and a sing emanuallyoperable part or hand-lever havin operative connectionwith theropeller-bla es and also effected in unison and the ratio of the powerwith the valve me'c 'anism and the devices for controlling thesparkingperiod, in such manner that the/adjustment of these parts is I of the"engi11e to the load on the propellerwheel will remain substantiallyconstant undervaryingloads on the propeller-wheel resulting fromadjustment-of the I I ropellerbladesto their neutral or interme rateosition or at varying angles for driving the oat the en e to the oad onthe propel either forward or backward at varying speeds. I

As a result of the construction described if the'blades of thepropeller-wheel be adjusted to drive the boat in either direction at agiven speed the engine controlling or adjustlng mechanism is operated inunison with the propeller controlling mechanism in such manner that theratio of the power of the engine to the-increased load on thepropellerwheel remains constant and the same as that between the powerof the engine and the load representing the work required to turn thecrank-shaft of the engine when the propellerblades are in their inactiveor non-propellin position. Between this low extreme of loa and-thatcorresponding to the highest efficiency of the engine the ratio of theower of the engine to the load on the prope ler does not vary, so therecan be no racin of the engine when the load is suddenl ro ped byshifting the pitch of the props ler-b ades toward the neutral positionthereof, nor is there any liability of sudden strains being brought onthe engine when the load is suddenly increased by increasing-the pitchof the blades. The pro er relation of the power of er-Wheel may terefore be maintained by one not experienced in the handling of craftsof this nature as it is onlynecessary to operate the.

the operator need notseparately watch the engine and propeller toprevent the propeller from racing or to prevent the load coming toosuddenly on the engine.

I In the'drawir'lgs are shown one embodiment of my invention which hasbeen thus gener- "ally set forth; but it is to be understood that thestructural details,- which are hereinafter described, may be widelyvaried without departing from the spirit or scope of the invention.Inasmuch, however, as such certain of the structural details possesspractical merit, they are hereinafter made the subject of specificclaims.

' In the drawlngs, Figure 1 illustrates in side elevation-a boat orlaunch 'astern, showing -the rudder and propeller and being broken awayto show the explosive-engine which furnishes'power to propel it. Fig. 2is an enla rge'd partial horlzontal sectional and partial and theconnection between sai parts andthe valve-controlling rod. Fig. 6 1s alongitudinal section taken through the pro ellerhub and the bearings andstuffing-box or the pro eller-shaft. Fig. 7 is a side elevation of saiparts of the propeller-hub and blades, bein clear y show theconstructionjof the individual parts. Fig. 8 illustrates the rear end ofthe propeller-shaft showing its cross-head and the manner 0 attachingthe blades to said cross-head. Fig. 9 is a section taken through thepropeller-hub, showing the blades and other arts in elevation. v

The engme herein shown and the mechanism for controllin its operation isthe same as that illustrate in m copending application for United Statesetters Patent, filed concurrently herewith, Serial No. 224,686; but itscontrolling mechanism is briefly explained herein in order that theunison operation of the parts may be understood from theherein-contained descri tion.

As herein shown, D esignates the'rear or stern of a typical form oflaunch, andD the rudder thereof.

A designates the cylinder of anexplosiveengine located at the stern ofthe launch or boat; B, its crank-shaft, and B- the balancewheel of thecrank-shaft. v

p O designates as a whole the ropeller-wheel of the boat, and C ther'opel er-shaft, which is coupled to. the cran shaft of the engine.- Theengine shown is a'two-cycle engine or one in which an explosion takesplace 111 each rotation of the crank-shaft, and the explosive mixture isdrawn from the carbureter A through the inlet-valve A into acompressionchamber located in the crank-chamber of the engine, wherebythe charge of explosive mixture is compressed-during the instroke of thepiston and is directed into the cylinder-at the termination of saidinstroke and compressed .in the cylinder during the outstroke of thepiston and subsequently lignited to' produce the powerstr oke. Theet-valve A is so arranged and constructed that it will in no instanceentirely cutoff the supply of fuel or explosive mixture to' the en lre-cylinder. Inasmuch as such details oft e engine are familiar, afurther showing, or description thereof is unnecessaryaj T- e N providedwith a rotat1ve stem A", projecting g-inlet-valve is separated from eachother to more primary and secondary circuits. mg-screw e 1s fixed on armg E1 concentric SBLEQE laterally therefrom. The exhaust-valve of theengine (not shown) discharges throu h a muffler A, which latterdischarges outsife of the boat.

A designates the casin of a rotary pump located at the base of t ecrank-chamber, and the rotative shaft (1 of said pump is shown asrovided with a ear-wheel a, which 'mes es with a gear-w eel a on thecrankshaft, whereby said pump is driven.

A designates a pipe leading from the umpchamber to the water-j acket ofthe cy inder. The ignition mechanism is of that class known as thethree-wire system, embrac-- ing a battery or other source of electricalenergy and an induction-coil. One wire e leads from the secondary, coilof the induction-coil Y and is attached to a binding-screw forming partof or connected with an arcin -plug a at'the outer end of the cylinder.g second wire e'- leads from the primary coil and is attached to abinding-screw e, insulated from the engine-frame and constituting thestationary part of the'make-and-break device,

and a wire e grounded to the engine-frame and constltutmg thereturn-wires of both the The bind with the crank-shaft and which-has alimited rotative movement on a boss 'a, surrounding the crank-shaft andprojecting laterall from the crank-chamber. Said ring is hel fromendwise movement on said boss by a pin a, which'engages a curvedguide-groove in the ring. Sald binding-screw has contact with a bar (5*,that is fixed to a flange or lug at the top of the ring,'it beingfastened to an insu- IOO lating-block e, which is attached thereto bbolts e". The other member of the make-an breakdevice consists of ashouldered springpressed in e, which is located'in a corresondiniy-shouldered transverse openin in t e cran -shaft in line with theinner en of said bar e, which inner end of which bar extends toward theshaft and contacts with the pin e during each rotation of the shaft in amanner to close the primary circuit of the igniting mechanism.' The pin6 is held with its reduced end projecting from the cylindric surface ofthe shaft by means of a spiral spring e ,.inter osed between the largerend of the in an screw-t eaded engagement with the larger end of theshaft-opening, said spring permitting the pin to be de ressed whenstruck by the bar 6 The rmg lE,having a limited rotative or an ularmovement on the boss a,

a screw-plug 6, whichhas Lao may be angu arly shifted or displaced tovary now to be described, which mechanism also" operates in unison thevalve mechanism to control the admission of-the explosive charge tothe'engine-cylinder.

. on its bearing, and said rocking rin rin F designates acoupling-sleeve which coul ples to ether the crank and propeller shafts,which atter are shown as in axial alinement. Said sleeve is free toslide endwise on the crank-shaft, but is non-r'otatively secured thereonby means of a spline f or othera wise. The coupling-sleeve is also slined to the propellershaft, so that said sha trotates with theengine-shaft and is also fastened thereto, as by a set-screw f, toprevent relative endwise movement of the pro eller shaft and sleeve andcauses the propel er-shaft to slide endwise with said sleeve. Said couling-sleeve is operatively connected with t e E, so that when the sleeveis shifted en wise of the crank-shaft the ring is rocked is so'connected with the rookin stem A o the inletvalve that the ring an stemare rocked in unison. The coup ing-sleeve is shifted endwise of thecrank-sha t by the following device:

Gdesignates a splitcollar surrounding and located inan annular recess inthe coupling-- sleeve F, so that said coupling-sleeve may rotate freelythereon. G designates a vertically-reciprocatory lever, which is forkedat its lower end, the fork-arms g 9 extending on either side of thecollar and being pivoted at their lower ends by a bolt 9 to a link. 9,which latter is in turn pivoted at its other end to the engine-frame bya bolt g". Said link 9 is mad'e'wide to constitute a pan to' catch oilwhich may drop thereon from the parts above. The arms 9 of said lever Gare pivoted to the opposite sides of the collar G anism forcommunicating means of screw-studs, g, Fig. 2. The said lever G isadapted to be locked inany'adjusted position to. a curved guide G", Fi1, which is herein shown-as fixed to the m er. Said lever is fixed inany adjusted osition to the guide by means of a screw 9 .he mechmotionfrom said sliding cou lin -sleeve to the ring E of the make-andreadevice of the ignltin mechanism in a manner to rock said ring relativelyto the crank-shaft and for also communicatin .motion to rock the stem Aof the inletvalve is made as follows: The-collar G on said slidingcoupling E is rovided With a horizontal guide-arm G, t at extends towardthe engine-frame and parallel with the axis of the crank-shaft and hasguiding en gagement at its inner end or that adjacent to the enine-frame with a stud g rojeeting laterall om the engine-frame andentering an axia guide-socket in said arm: Said arm G is provided on itsside remote from the crank-shaft, as herein shown,'with a generallyV-shaped cam-groove G 7 G, Figs. 2 and 3, designates averticallyswinging lever providedat one end with a bearing-sleeve g,which has rocking enga ement with a stud a that rojects latera ly .thatwhen the r0 from the engine-frame.- ormed on sald,

sleeve g! is a downwardly-extending arm g provided at its lower end witha frictionroller 9 that engages the camroove G of the arm G of theendwise-mova le collar G.

Said lever G extends transversely over the crank-shaft and ispivotally-connected at its free end to the lower end of a connecting rodor link H, Figs. 1 and .5, the upper end .of

which latter is pivotally connected with the rocking stem A. of theinlet-valve, as shown in my copending a lication, in such manner israised or depressed said valve-stem rocks and thus opens or closes thevalve. Said lever G is also pivotall connected at its free end with ashort lin' G", that is loosel connected at its lower end with a rigid raiallwxtending arm or lug E? on the ringiE. ith this construction it willbeobserved that-when the lever G is swung toward or from the en ine thecoupling-sleeve F is moved longitudinally of the crank-shaft, carrylmgwith it not only the pro eller-shaft, but t e cam-grooved arm G of t ecollar G, which arm the medium of the arm ofperates through 9 0 swingsaid lever vertically,

the lever G to and such movement of the lever G transmits a rockingmotion to the ring E on its su portin -boss,whereb the bar e of the'ma e-andreak device is shifted angularly on the boss relatively to thecooperating spring-pressed pin 6 of said, device, thereby varying thesparking period .of the ignition mechanism relative to the pistonstrokeof the engine. The same movement of the lever G acts to shift endwisethe connecting rod or link H and through the rockin stem A of theinlet-valve, to angularly shi t'said inlet-valve. The central orintermediate position of the parts is the position when the.antifriction-roller g of the arm 9 of the le-. ver G occupies the apexof the .V-shapedoove-of the arm G and at thistime the ever Goceupies'the intermediate art of its throw. When the parts are in t esepositions, only sufficient explosive mixture is admitted to the cylinderto furnish power to turn the piston over with no load thereon, but thatrequired to overcome the friction of the piston and associated parts andalso for. rotating the propeller and its shaft when the pi'opeller is inits non-propelling adjustment. ovement of the lever G in eitherdirection acts, through said cam-actuated mechanism, described, with alike effect on the sparking mechanism and the valve-controllingmechanismthat is, to reduce a sparking earlier in the stroke of t episton and to admit a greater volume of the explosive mixture to theoylinderand the maximum volume of the explosive mixture is admitted tothe'cylinder and the s arking occurs earliest in the power-stroke o thepiston when the roller of occupies one end of I thrown from its centralposition determines on v a pro elling-wheel of the kind hereini shown, Werein the direction of the propulsive power is determined by therelation of the pitch of the blades to a plane passed perendicularlythrough the axis of the propel-- er-shaft, it may be preliminarilystated that when the lever G occupies a central position thepropeller-blades are in their non'prop-elling or parallel positions andthat when said.

lever is shifted one way or the other from its central position thepitch of the blades is Y varied either to drive the boat ahead or toreverse it. The adjustment of the parts is such, as before stated, thatthe ratio of thepower of the engine'to the loadon the propeller-wheel ismaintained constant throughout all of the movements of the regulatingmechamsm.

, The means whereby the pitch of the blades "of the propeller-wheel isvaried throu h operation of the lever G (which, as efore stated,regulates in unison the sparking period of the ignition mechanism andthe position of the valve mechanism of the engine) embraces, inconnection with .the endwisemovable propeller-shaft, means forconnecting the propeller-shaft with the blades, whereby such endwisemovement of the shaft acts to vary the pitch of said blades.

Referring now to the construction of thepro eller, its relation to thepropeller-shaft,

' an the manner of its operation by the lever G, said parts are made asfollows:

,1, Figs. 6, 7,'an'd 9, designates'as a whole the propeller-hub, and Idesignates the bearing for the hub, which has bearing in a sleeve I,which is attached to the stern of the boat and extending rearwardlytherefrom. Said bearing-sleeve is longitudinally divided into two partsthat are joined by bolts 'i passing through lugs at the sides of saidparts. Oneof'said parts is provided at its forward end with a radialannular flange i, which is fastened to the stern of the boat by screwsor like fastening means.

The other part of said bearingsleeve is provided at its front end with alug or flange i", that fits flat against the rear face of the flange'1'. and is attached thereto by a screw-bolt i said bolts 01 and 'iconstituting the means by which the upper part of the divided sleeve isfixed to the lower part thereof. Said flanged part is provided with aboss I, that extends into the deadwood of the boat. The bearing portionI of the hub is provided with a plurality of exterior annular rings orribs I, that engage complemental internal grooves in the sleeve,

thereby constituting a thrust-bearing which:

senses takes the endwise thrust of the'propeller-hub and .relieves thepropeller-shaft of such thrust. The internal annular grooves in thesleeve, within which fit the annular rings or ribs of the hub-bearing,are formed, as herein shown, in a suitable annular packing made separatefrom and fitted within said sleeve. The propeller-shaft is keyed to thebearing of the propeller-hub, Fig. 6, so as to transmit a rotary motionthereto, while permitting the shaft to slide endwise in said hub. Thehub is made in two parts,- it being transversely divided in a planeperpendicular to the lon itudinal axis thereof and fastened together flybolts '11, as shown in Figs. 7 and 9. The meeting faces of the two partsof the hub are each provided with diametrically-opposed half-cylindricsockets 'or depressions '11", said depressions constitutin when theparts are fastened together cylin ric bearing-apertures for the shanks jof the blades J of-the propeller-wheel, said blades when in position inthe hub extending in opposite directions there- -from. The bearings j ofsaid blades are provided at their inner ends with rigid radial arms j,and'the hub is chambered to receive said arms and to permit angularmovement thereof. The rear end of the propeller-shaft extends rearwardlyinto said chamber of the hub and is provided with oppositel -extendinglugs c c, which are provided at t eir outer ends with pins 0 c, the pinof one lug 0 extending in a direction opposite to that of the pin of theother lug. The arms y" of the blade-bearings are slotted and pass oversaid pins 0, whereby endwise movement of the shaft relativel to the hubhas the effect of rotating said blades, and. thereby changing the pitchthereof. The central position of the shaft-relative to its endwisemovement shifts the bladesinto their central or nonpropelljn position,and the shifting of the shaft en wise in either direction has the effectto vary the pitch of the blades, the extent of variation of the pitch ofthe blades and the direction of the pitch depending upon the extent anddirection of movement of the shaft as controlled by the lever G.

A pipe or tube K surrounds the inner end of the propeller-shaft and fitswithin and has screw-threaded en agement with the boss of the flange ofthe t ust-beai'hi sleeve. Said pipe extends through the dea -wood of theboat into the interior thereof and has screw- .threaded engagement atits other end with a 'collar K, which surrounds the propellershaft andconstitutes a part or member of a stuflfing-box. The other means of thestuffing-box consists of a hollow exteriorly screw-threaded nut K, whichsurrounds the shaft and fits within and has screw threaded engagementwith the said collar. A packin k is inserted between the inner end ofsai nut and an interior shoulder of the collar, the

whole constituting-a stuffing-box within the interiorof the boat, whichpreventsthe entrance of water to the boat. M p I p Animportant resultchadv'antage is obtral or inert p'lositions or into position to drive:theboat eit er rearwardly or forwardly by a ng t P time tlieadnussion-valve 'o'f-the en inc and thesparking devices thereof areadjJustedin unison with the adjustment ;of,-,the; lades to vary thefuel-sup y-t therengine and the rpeller. of the engine may t us bemaintained constantly in such relation as to produce the best results inthe operation of the engine, and at the same time the position anddrivin force or effect of the blades and the fuel-su p y and sparkingperiod may be maintaine in uniform relat on under varying degrees of seed in the boat either when advancing or bac 'ng or when the proeller-blades are in their neu-' tral position an the boat is notadvancing in either direction;

I claim as my invention- 1. A propelling mechanism for boats come wor tobe done or the load upon the proprising an explosive-engine, itscrank-shaft, a valve mechanism for controlling the supply of explosiveadmixture to the engine, an 'e cotric ignition mechanism rovided with amember which is adjustab e to change the sparking period, apropeller-wheelrovided blades which are angularly. adjustable to vary.the pitch thereof, an endwise-movable propeller-shaft connected with thepropeller-blades and acting b its endwise movement to change the pitc ofsaid blades, a movable cam-plate, operative connections between saidcam-plate. and said propellershaft, producing shifting movement of saidcam-plate in the endwise movement of said propeller-shaft, and operativeconnections etween said cam-plate, the valve mechanism and theadjustable member of the i nition mechanism, whereby the propelerblades, the valve mechanism and the ignition mechanism are adjusted inunison.

2. A propelling mechanism for boats comprising an explosive-engine, itscrank-shaft, a valve mechanism for controlling the sup ly of explosiveadmixture to the engine, an e ectric ignition mechanism rovided with amember which is adjustab e to change the with bl s which are angularly ajustable to vary the pitch thereof, an endwise-movable propeller-shaftconnected with the propeller-blades and acting, b its endwise movement,to change the pitc of said blades,

the movement of a. single manua11y-operable part and without stopping'the engine oreed thereof, while at the same 5 sfiarkin period t ereofin accordance With- The fuel-supiply and sparking period sparkingdperiod a propeller-wheel rovidedv a cam-plate movable in a' directionendwise ofthe shaft, operative connections between the said cam-plate'and the crank-shaft producing ,movement of said cam-plate with thecrankshaft in the endwise movement of the,

latter, and operative connections between said cam-plate, the valvemechanism and the adjustable member of the ignition mechanism, wherebythe ropeller-blades, the valve mechanism and t e ignition mechanism areadjustedin unison.

I 3. A propelling mechanism-for boats comprising. an explosive-engine,its crank-shaft, a {valve mechanism for controlling the supply bfexplosive admixture to the engine, an e cotrgic gnition; mechanismprovided .with a member which 1s adjustab e: to change the sparkingperiod a pro eller-wheel provided with propeller-blades a apted forangular adjustment to vary the pitch thereof, an end- Wise-movable roeller-shaft connected with thepropellerla es and acting by its endwisemovement to change the pitch of said blades a couplingsleeve attached tothe said pro eller-shaft and having sliding connection wit thecrank-shaft of the engine but rotatin therewith, a non-rotative collaren aging said coupling-sleeve, a cam-plate attac ed to said collar andmoving therewith in a direction endwise of the crank-shaft, a hand-leverconnected with said non-rotative collar and o erative connectionsbetween the said camate, the said valve mechanism and the adustablemember of the i nition mechanism, whereby the (propellerlades, saidvalve mechanism an adjusted in unison.

4. A propelling mechanism comprising an explosive-engine, itscrank-shaft, a valve mechanism controlling the suppl of explosiveadmixture to the engine, an e ectric ignition mechanism embracing amember which is carried by the crank-shaft, and a member which'isadjustable to vary the sparking period, a ropeller-Wheel provided withpropeller-'bla es which are angularly adjustable to vary the pitchthereof, an endwise-movable Erogeller-shaft connected with the propellerla es and actin by its endwise movement to change the pitc of saidblades, a couplingsleeve attached to the propeller-shaft and havingsliding connection with the crankshaft of the en ine but rotatingtherewith, a non-rot'ative s eeve or collar engaged with saidcoupling-sleeve, a hand-lever connected with said co lar, and operativeconnections between said collar, the valve mechanism of the engine andthe adjustable member of the ignition mechanism, whereby said propellerbades, the valve mechanism andthe ignition mechanism are adjustable inunison.

, 5. A propelling mechanism for boats comprising an explosive-engine,its crank-shaft, a valve mechanism for controlling the supply ofexplosive admixture to the engine, ignition the ignition mechanism areage mechanism embracing a member which is carried by the crank-shaft,and a member which is adjustable to vary the sparking period, aropeller-wheel provided with propeller-bla es which are angularlyadjustable to vary the pitch thereof, an endwise-movable Iigropellcr-shaft connected with the saldt sleeve, a cam-plate attachedto said collar and movable therewith in a direction endwise of thecrank-shaft, a hand-lever connected with said collar for giving endwisemovement to said sleeve, and operative connections between saidcam-plate, the valve mechanism of the engine and the adjustable memberof 20 the ignition mechanism, whereby the propeller-blades, the valvemechanism and the ignition mechanism are adjusted in unison.

In testimon that I claim the foregoing as vmy invention afiix mysignature, in presence 2 5 of two witnesses, this 6th day of September,A. D. '1904.

WILLIAM COLLIER.

Witnesses:

' W. S. SUMNER, f L. E. STARKs.

